Fuel and exhaust-gas contbol device fob engines



' June 3, 1930. J- WCKERSHAM Re. 17,692'

FUEL AND EXHAUST GAS CONTROL DEVICE FOR ENGINES Original Fnecx March 5, 1925 V 2 S-eets-Sheet l KERsHAM June 3,1930. J WIC Re. 17,692

FUEL AND EXHAUST-GAS CONTROL DEVICE FOR ENGINES v origrIal-F-'acr 19in z sheets-sheet 2 Reissued June 3, 1930 UNITED STATES JOYCE wrcxnasrram'or Das Momes, iowa FUEL AND EXHAUST-GAS CONTROL DEVICE FOR rIEINHZzrINI'ESv Original No. 1,599,193, dated September 7, 192,6, Serial No. 13,178, filed March 5, 1J25.`

reissue iled September 27,

The object of my invention is to provide a positive acting fuel feed device for engines which is comparatively cheap in construction, yet durable and efficient.

More particularly, my invention relates to a device'for supplying fuel to the cylinders of an engine and for carrying the exhaust gases therefrom, and the provision of novel packing means forpreventing the escape of gases between the stationary parts of the engine and the rotating valve tubes.

A further object is to provide rotating valve tubes to control the intake and exhaust of gases toand from the cylinders of an engine, the tubes being operatively connected to the crank shaft of the engine and properly timed.

A still further object is to provide a pair of valve tubes, one for incominggases and one for exhaust gases. Fins are provided in these tubes for properly controlling the gases passing through them. y l

With these and other objects in View, my invention consists. in the construction,l ar-v rangement and combination of the various parts of my device, whereby the objects contemplated are attained, as hereinafter more fully set forth, pointed out in my claims, and illust-rated in the accompanying drawings, in which:

Figure 1 is a plan `view of an engine with the valve head removed, showing the intake and exhaust valve tubes.

Figure 2 is a sectional view taken on' the line 2 2 of Figure 1.

Figure 3 is a sectional view taken on th l line 3-3 of Figure 1.

Figure 4 is a sectional view taken on the line 4-4 of Figure 1, showing the mechanism for operating the valve tubes.

Figure 5 is a perspective view of one end of the intake sleeve showing the packing projections thereon.

Figure 6 is a sectional view taken on the line 6-6 of Figure 2.

FigureA 7 is a sectional view taken on the line 7 7 of Figure 1; and

Figure 8 is an elevation view of the idler sprocket and tension mea-ns for keeping the chain drive tight.

Arpliceton for 1927. Serial No. 222,408.

In the accompanying drawings, I have used the numeral 10 to indicate the block of an engine. The usual cylinders 11V ar-e formed therein, and pistons 12 reciprocate in the cylinders. i V

The engine block 10 is cooled by water in thespace 13. The foregoing details genen ally apply to the ordinary internal combustion engine. f

Secured to the block 10by capscrews 14 is the cylinder head 15. A suitable gasket 16 is interposed between them foreifecting a seal for preventing the escape of gas or leakage of water. f

Secured to the cylinder hea-d by cap screws 17 is a valve head 18.- A gasket 19 is provided between them.

A threaded opening 20 extends. through the valve head 18 and the cylinder head 15 at the center of each cylinder. Spark plugs 21 for igniting the mixture in thecylinders are received in the openings 20.

Tater spaces 22 are provided wherever possible in the cylinder head 15 and the' valve head 18. y p I find that by the design of these heads, as illustrated, 'considerable space is obtainable for containing cooling water and that the exhaust gas valve and sparkplugs, which become quite hot in operations, are eiiiciently cooled. i

In Figure 1, I have illustrated a four cyl-. inder engine, showing only the parts over the first three cylinders. All remaining parts are similar except as to timing.

Rotatably mounted between'the cylinder head 15, and the valve head 18, is the intake valve tube 23 and the exhaust valve tube 24,

which have stub shafts 25-at their forward The rear ends of n provide a sprocket 28 on the crank shaft 29 of the engine. Motion from the crank shaft 29 is transmitted to the sprockets27 by a chain 30 preferably of the silent7 type.

The generator, water pump and so forth usually used in connection with an internal combustion engine may be operatively connected to a shaft 31. A sprocket 32 is mounted on the shaft 31 and in a position adjacent the chain 30 sol that motion of the chain 30 may be transmitted to the sprocket 32 for rotating the shaft 31, and driving the generator, water pumpand so forth.

s Trouble is experienced with a chain drive,`

come by providing va suitable idler for the chain 30.2 yIwill now `describe such an idler as Ihave found; practical to use for this purpose.

An idler sprocket 33is rotatably mounted in a yoke 34. n A squared extension 35 ofthe yoke 34 is slidably mounted in a squared opening in a bracket 36. The bracket 36 is rigidly securedfto the engine block 10 by cap screws or other suitable means.V j

. Slidablyk mounted on the extension 35 is a bar 37 having set screws 38 coacting` with screw threads thereimthe ends o f which bear against the bracket 36. j j

A spring 39 is mounted on the extension 35 between .the yoke 34 and the bar 37.

A pin 40 prevents the spring 39 from eX-l pellingthe extension 35 when the chain 30 is removed forrepairs and so forth.` n u j From the foregoing, it will be seen that I have providedan idler sprocket which is held against the `chain 30 by'thespring 39. The tensionofthe spring may be regulated by ad-A justing the sety screws 38 relative to the bar 37.

The sprocketv 33 will at all timies'bearV lagainst the chain 30, thereby compensating the two ports 43 in the tube23` diametricallyy opposite, I am able to cut'the speed ofmy valve tubes down to fourth the crank shaft speed in a four cycle engine. This is a dis- Y tinctive advantage over the usual type of rotary or poppet valve as it doubles ythe life of them.

VF or supplying fuel to each pair of cylinders, I provide ports 45 substantially half Way between the ports for one cylinder of the pair, and those for the other.

rThe fuel is generated by the usual carburetor or any gas supply may be attached to the flange of the intake manifold 46. The intake manifold 46 distributes the fuel to the ports 45, any number of which may be used, depending on the number of cylinders in the engine. n As an aid to diverting the incoming fuel to theports 43 and openings 44 at the time of their registration, I have provided fins 47 within the tube 23. These fins47start at the -Vports 45 and are properly twisted and terminate adjacent the proper port`43,` thereby diverting the incoming fuel so that it will pass therethrough. Also they form a connection between A and B of the tube 23 (see Figure. l) and add the necessary strength at this point, which has been weakened by vforming the ports 45. 1 y i n The `ins 47 aretwisted to divert the incoming gas either forward longitudinally of the valvetube 23 or rearwardly asv required.

The construction of a four cycle engine requires that the gas be diverted toward the one cylinder and then toward the other of the pair. This cycle is repeated as the engine keeps running, and I have shown the fins 47 twisted toward the top, then toward the bottom `of the'sheet, and so forth, as in Figurel.

It will thus .bev seen that I have provided a structure as above described by which a number of important and advantageous results are-secured.v

` The arrangement of the fins or blades 47 within the intake valve tube 23, as described, provides what may for convenience be called a super-charger.

These fins or blades act somewhat like a propeller serving to drive the fuel from the intake ports 45, thus causing a partial vacuum in sucking the fuel from the` manifold.

There is thus secured a positivejforcing of fuel from the intake manifold to the cylinders.

cylinder receives its proper proportion of fuel.

In the third place, the fins or blades 47 serve to whip the incoming fuel andv thus break up rthe gasoline into the liner particles, than would otherwise be the case.r Thereis thus better mixing of air and gasoline and by the time the gasoline reaches the cylinders, it is in a finer mist than would be posu In the second place, these fins or blades .47" serveas distributors conducting fuel to the respectivel cylinders. In this way, each sible if it were passed tarough an ordinary tube.v

In the fourth place, thev fins or blades provide a reinforcement for the valve tube as has already been mentioned. rl`his is important because itgives to the valve tube proper strength with a minimum weight of material. Such a structure prevents warping of the valve tube under the hardest conditions of service.

- The fins in the exhaust valve tube 23 serve to draw the exhaust gases from the cylinders, thusreducing back pressure and more quiclily clearing the motor and consequently giving to the engine quicker scavenging action and more power and contributing to the easier cooling of the motor.

Of course, the fins or blades 47 reinforce the exhaust valve tube in the same manner as in the case of the intale valve tube.

vFor reventinef the leakage of fuel bey tween the stationary parts of the engine valve heads and the rotating valve tube 23, and for effectively retaining the pressure withinthe cylinder l1 after combustion, l have provided the follewing described mechanism.

A split sleeve composed of an upper half 48 and a lower half 49 has an internal diameter substantiallyequal to the external diameter of the tube 23. The adjoining edges between these halves are cut at angle as shown (Figure 5) according to the direction of-rotation of the valve tube as indicated by the arrow 50. lThis has a tendency to pull any oil in the cut toward the valve tube, thereby aiding its lubrication.

These two halves 48 and 49 are forced together by a plurality of leaf springs 5l (Figure 7), which bear at their center. against the half sleeve 49.

A groove 52 in the cylinder head l5 and a groove 53 in the half sleeve 49 provides enough room for necessary play of the spring 51 during theoperation of the engine.

From the foregoing, it will be seen that I have provided a packing sleeve which seals all space between itself and the` rotating valve sleeve, by virtue of the pressure exerted by the spring 51. This effectively prevents leakage between the ports on the sleeve and also between these ports and the openings with which they register, except when they do register.

A projection. 54 on the half sleeves 48 and 49. is split similar to them and has an opening 55registering with the opening in the intake manifold 46.

A seal between the projection 54 and the intake manifold 46 is effected. by a gasket 56.

For sealing around the opening 44, I have provided a projection 57 on the halfv sleeve 49, similar to the projection 54, and having an" opening 58. The projection 57 lits snugly into a recess 59 in the cylinder head l5.

A portion'6() immediately surrounding the opening 44, extends into the opening 58 and terminates adjacent the rotating valve tube 23. This construction provides a plurality of sealing faces between the various parts of the cylinder head l5, valve tube 23 and half sleeve 49, thereby effectively preventing the leakage of fuel between lthe valve tube 23 and cylinder 11 and between the ports 43 on the valve tube 23.

lins 6l prevent any possible creeping of the upper half sleeve 43, which is prevented in the lower half sleeve 49 by the projectien 57. f c

The exhaust valve tube 24 is similar in construction to the intaae valve tube Q3 with the exception of the fins 47, and I have therefore referred to like partsby the same reference numeral followed by the character a.

The lins 47 are similar to the fins 47, except that they are oppositelv twisted and designed to divert outcoming exhaust gas from the opening 44a and the port 43a toward the exhaust ports 45a.

The lins 47 aid the engine in clearing the cylinders of dead gas by their centrifugal action. Being in the form of fins or blades, they alsohave a cooling effect to the exhaust valve tube 24 and manifold 46a, which causes contraction of the exhaust gas, thereby decreasing its volume and back pressure on the piston l2.

For properly lubricating the valve tubes, I provide an oil passage 62 runninglongitudinally through the engine block 10, and connected to a suitable oil pump as commonly used for the lubrication of the working parts of an internal combustion engine.

Transverse oil passages 63 are provided at convenient points such as between the ports 43 and 46, and convey the oil to short tubes 64, which terminate adjacent the rotating valve tubes 23 and 24, thereby depositing the oil on their surfaces. The tubes 64 pass through openings 65 in the half sleeves 49 and 49a. 1

The openings 65, being slightly larger than the tubes 64, permit necessary movements of the sleeves, when the engine is running.

Oil grooves 66 distribute the oil evenly on the surface of the valve tubes (Figure l).

For disposing of excess oil, an oil passage 67, through a tube 63, collects the excess oil from the surface of the valve tube and conducts it down to the crank case of the engine.

lt will be seen that .I have provided a fuel and exhaust gas control device that can be used in connection'with internal combustion engines or can be used by different timing and valve port arrangements, for controlling the admission and exhaust of steam or compressed vair to engines designed for their use.

I have provided efficient and effective packing means throughout its construction and suitable means for driving thek valve tubes.y

By the proper use of fins within the valve tubes, I have substantially aided the ingress of fuel and egress of exhaust gas.y My device is inexpensive and the working parts can be easily inspected or replacedvby simply removing the spark plugs, `valve head and the cover 41. i

My device comprises comparatively Afew working parts and has the added advantage of a positive rport closure which can not be obtained at thehigher speeds withengines having spring closed valves.

Some changesmay be made in the construction and arrangementof thevarious parts of my invention, withoutdeparting fromthe real spirit and purpose of my invention, andit is my intention to cover by ymy claims, any modified forms-'of structure or use of mechanical equivalents, which may f be reasonably included within their scope.

I claim as my invention:

l. In combination with 'anvengine requir ing periodical admission of fuel ory compressed gas .and the periodical expulsion of exhausted gas, intake and exhaust tubes rotatably mounted-in the head of said engine, inlet ports in said intake tubes for receiving the fuel, outlet ports in said intake tube longitudinally spaced on either side of said inlet ports and arranged to register with inlet openings in the cylinders of said engine, iins arranged within said intake tube yfor respectively diverting the incoming gas to said spaced outlet ports, outlet openings in the cylinders of said engine arranged to register with longitudinally spaced inlet ports in said exhaust tube, outlet ports in said exhaust tube between said inlet ports, fins arranged within said exhaust tube for diverting the exhaust gases respectivelyfrom said cylinders to said outlet ports, longitudinally splitsleeves surrounding said valve tubes, a plurality of springs adjacent 'the lower halves of said split sleeves, perforated projections on said sleeves, recesses in said cylinder head designed to receive said projections, portions of said cylinder head extending inside of said projections and terminating adjacent said valve tubes, and means connected with the crank shaft of said engine for rotating said valve tubes. j

2. In combination with an engine requiring periodical admission of fuel or compressed gas and the periodical expulsion `of exhausted gases, intake and exhaust tubes rotatably mounted in the head of said engine, inlet ports in said intake tubes for receiving the fuel, outlet ports in said intakeA tube longitudinally spaced, on either side of said inlet ports and arrangedto register with inletA openings in t-he cylinders of said engine, `fins arranged within said intake tube for respectively diverting the vincoming gas to said said exhaust tube for diverting the exhaust gases respectively from said cylinders to said outlet ports, longitudinally split sleeves surrounding said valve tubes, a `plurality of springs adjacent the lower halves, of said split sleeves, perforated projectionsfon said sleeves, recesses partly in the cylinder head and partly on the valve head designed to receive said the ends of said projections, perforated proj ections on said sleeves, recesses in said cylinder head designed to receive said projections, portions of said cylinder head extending inside of said projections and terminating adj acent said valve tubes, and means connected with the crank shaft of said engine for rotating said valve tubes.

3. A valve of the class described comprisi g a tubular opening in the head of an engine, a longitudinally split sleeve lining said tubular opening, atubular likeprojection on said'sleeve designed to coact with a recess in the head of the engine, said head having a tubular like portiony projecting within said ,the engine, said head' having tubular like lportions projecting within said projections on said sleeves, tubular vvalves rotatably mounted in saidsplit sleeve, ports in said f valve forf registering with "the openings formedby sleeve's,'and means foradmitting gasto or expelling gas from said tubular valveshfbetween each pairof openings in said tubular valve. j

5. A valve ofthe class described comprising a tubular opening inthe head of an engine lined with alongitudinally split sleeve, tubular extensions on said sleeve for coacting with recesses in the head of said engineparts of said head extending rwithin said tubular extensions and openings within saidparts for communicating with each cylinderv of said engine, ports therein for registeringv with` openings from each cylinder of thel engine, means between each pair of said yports for admitting or expelling gas, and finswithin said tube arranged to deflect and force the flow of the gas from said means alternately yto the ports on each side of saidmeans, yor

vice versa depending on whether the tube is for intake or exhaust.

6. In a structure of they class described, the combination of anengine having a plurality projections, gaskets fitting againstv the tubular projections on said head of sleeves surrounding said tubes, a plurality of of pairs of cylinders each with a piston therein, a cylindrical valve casing adjacent to the upper ends of the cylinders, a valve tube mounted for rotation in said casing, having intake ports midway between each pair of cylinders and having an outlet port for each cylinder, curved fins or blades extending from the trailing edges of the inlet ports to the leading edges of the respective outlet ports for positively drawing the fuel through the intake ports and forcing it to first one outlet port and then the other for distributing the fuel in proper proportion to each cylinder.

7. In a structure of the class described, the combination of an engine having a plurality of cylinders with pistons therein, cylindrical valve casings adjacent to the upper ends of the cylinders, intake and exhaust valve tubes in said casings, the intake valve tube having intake ports midway between adjacent cylinders and having an outlet port for each cylinder, said intake valve tube having also curved fins orblades extending from the intake ports to the respective cylinders, wherer by fuel may be positively drawn from the intake manifold and driven to lirst one and then another of the cylinders in proper proportions for each cylinder and may also be whipped during its passage through the intake valve tube.

8. In combination with an engine requiring periodical admission of fuel and the periodical expulsion of exhausted gas, intake and exhaust valve tubes rotatably mounted in the said engine, longitudinally split springs adjacent the lower halves of said split sleeves, perforated projections on said sleeves, recesses in the head of said engine designed to receive said projections, portions of said head extending inside of said projections and terminating adjacent said valve tubes, and means for rotating said tubes.

9. In a structure of the class described, the combination of an engine having a pair of cylinders and a piston in each cylinder with means for supplying fuel to said cylinders, comprising a cylindricalvalve casing, a rotary valve tube therein, an intake manifold, said valve tube having an intake port midway bev tween said cylinders and adjacent said intake manifold, outlet ports for the passage of fuel to said cylinders, and curved fins extending from the inlet port toward the outlet ports for positively drawing fuel from the intake manifold and forcing it to the cylinders in equal proportions.

10. In a structure of the class described, the combination of an engine having a pair of cylinders and a piston in each cylinder with means for supplying fuel to said cylinders, comprising a cylindrical valve casing, a rotaryY valve tube therein, an intake manifold, said valve tube having an intake port midway between said cylinders and adjacent said intake manifold, outlet ports for the passage of fuel to said cylinders, curved fins extending from the inlet port toward the outlet ports for positively drawing fuel from the intake manifold and forcing-it to the cylinders in equal proportions, a second casing, a rotary valve tube therein having intake ports for receiving exhaust gases from said cylinders and an outlet port and having curved fins extending from the intake ports toward the outlet ports.

Des Moines, Iowa, September 12, 1927.

JOYCE WICKERSHAM. 

